BMW X6 Facelift Review, Performance & First Drive

BMW X6 Overview

Infused with revisions, the generation BMW X6 SUV gets bigger bragging a relatively macho stance. Although, the wheelbase has been reduced minimally by 2 mm to 1,933 mm which means an insignificantly shorter cabin. Other than the metamorphosed size, X6 gets better styled exteriors and spruced up cabin. Available only in the xDrive40d grade, the M package is offered as standard fare. Cosmetic upgrades on the outside and inside make the SUV look changed for good.BMW has also inset some advanced gadgets inside for the purpose of occupants’ entertainment. Safety wise, this Beemer is a reliable one, courtesy the raft of safety equipments incorporated inside. Mechanical strength is derived from the athletic 3.0 litre, diesel powertrain which outputs healthy power and torque figures. Performance is yet another area to watch out for, the company claimed performance numbers for the SUV are impressive. BMW price in India is placed a little higher, which brings it along the lines of priciest SUVs on offer. Get details on city specific BMW X6 price and accessories on offer at the nearest BMW X6 dealer. For information on contact details of BMW car dealers in Mumbai

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BMW X6 Look

The external appearance of this second generation BMW X6 explains that it has retained the same body structure from its predecessor. However, it gets much bolder and aggressive in its design that certainly lures the auto enthusiasts. The front facade is fitted with a slightly pronounced kidney bean shaped grille, which is designed with vertical slats and thick chrome surround. This is complimented by the bold lines on the bonnet. The headlight cluster gets a bit sleek and is housed with LED headlights featuring high beam assistance. The bumpers have been redesigned to give a masculine look to the frontage. It has a nudge guard sort of arrangement featuring air inlets. It also has round shaped fog lamps along with chrome accents that renders it a premium appeal. From the side facet, it looks more like a crossover and a coupe. It gets all the styling aspects like a set of alloy wheels, body colored ORVMs including door handles and black B pillars. The rear end gives you a glimpse of a sedan, thanks to its boot lid. The tail light cluster is powered by LED brake lights and turn indicators that further adds to its elegance. The rear bumper is in body color, but it seems to be assembled with some sort of a ceramic look-alike material that connects both the exhaust pipes. Overall, this second generation X6 looks refreshing and it will certainly lure the automobile enthusiasts.

BMW X6 Space

Step inside and you are welcomed by a trademark BMW cabin. The dashboard has horizontally been split into three parts. The upper half is black leather wrapped, the lower half gets an off-white treatment and splitting the two are slats of piano black and wood. The interior and the door trims are also optionally available in American Oak, Fineline Stripe, Fineline Pure, or Poplar Grain fine-wood trim fine-wood trim. The off-white materials used in the cabin gives it an airy feel. The seats can be adjusted electronically making it easy to find the right driving position and comfort. There is a fair bit of space at the back too but due to the centre arm rest and the air con controls, seating three at the back won’t be the most comfortable affair. Surprisingly, despite the coupe roofline, the low seating means there is quite a bit of head room even at the back. For those planning to go on a long family vacation need not worry about boot space. With the seat back upright the 2015 X6 makes 580 litres of space. Moreover the rear seat can be folded down in a 40:20:40 split thereby expanding on storage space.

The 2015 X6 comes heavily loaded with features. From Head-Up Display, night vision with dynamic light spot, 360 degree camera to parking assist, the X6 has it all. In terms of safety, the X6 gets 6 airbags, ABS, EBD and all other abbreviations you can think of. It also gets Lane departure warning and pedestrian alert. For the passengers at the back there are two separate HD 9.2-inch monitors with separate DVD drives to view different films on. Talking about movies and sound, the 2015 BMW X6 also comes with a 16 speaker Bang and Olufsen high end surround sound system.The centre console gets a 10.25-inch screen below which is the dual zone climate control and the controls for the integrated Bang and Olufsen infotainment system. Aside from the media and navigation, the screen also displays vehicle information and settings too. All the buttons are soft touch and well within reach. And then there is the automatic tailgate operation. If you hands are full after a shopping spree, a quick wave of the foot under the rear bumper opens up the tailgate.

BMW X6 Performance

Under the hood sits BMW’s most recent gem — a smooth, free-revving diesel six with not one, not two, but three turbos! The M50d’s 3.0-litre, triple-turbo straight-six produces 381bhp and commercial vehicle-like torque of 75.45kgm. All this is achieved because BMW has reduced the compression ratio of this diesel to just 16:1, really low considering few petrols nowadays come with a 12:1 ratio. The lower compression allows for greater ‘fill’ from the three turbos at maximum boost, and BMW has made sure injection pressure is good enough to supply plenty of diesel. The M50d’s injection pressure is upped to a really high 2,200bar when the engine is running at max speed.

How do the three turbos work together? To begin with, a small variable-geometry turbo comes in at low revs. This allows for fast responses and a reduction in lag as the light turbo is easy to spool up even with a small tap on the throttle. There is a hint of lag as you take off, but the quick eight-speed gearbox ratios help you overcome this in a jiffy. The larger main turbo joins the fray at just 1,500rpm, and takes responsibility for most of the meaty midrange. So, after 2,000rpm, responses are massive and explosive bursts of acceleration are just a flex of your right foot away. The third turbo is small again and chimes in at approximately 2,600rpm, helping give the mid range a boost. The best bit is that the turbos overlap so smoothly, you really need to pay attention to notice where each comes in, especially if you accelerate flat out in one long seamless pull all the way to 5,600rpm.

As a result, the X6 M50d is really quick. This 2.2-tonne SUV does 0-100 in an insane 5.3 seconds, and that’s just the start of it. And the manic pull in the higher gears simply has to be experienced. The motor delivers huge thrust from 2,000rpm to 5,000rpm, and the manner in which it progresses up the powerband is so undiesel-like, you almost forget it is one. Yes, it growls like a diesel in the midrange under load and there’s a hint of clatter too, but there’s also a nice snarl in the top end that sounds just great. At speed, the X6’s most remarkable feature is its near-petrol-like hush.

BMW X6 Driving

Hit the road in the 2017 BMW X6 and the first thing you’ll notice is the authoritative acceleration provided by the 35i’s 300-horsepower six-cylinder engine. This engine also feels refined throughout its rev range and is nicely complemented by the smooth-shifting eight-speed automatic transmission.If it’s more thrust you’re after, the xDrive50i model’s 445-hp V8 should prove sufficiently satisfying, although it comes at a hefty price premium. This engine provides all the performance most people could ever want, along with an exhilarating exhaust note when pushed hard. Best of all, its prodigious power output is balanced with a level of refinement that the hyperactive high-performance BMW X6 M sorely lacks.

The X6’s standard suspension produces an unruffled ride quality even over bad pavement. Dialing up the Comfort mode with the adjustable suspension produces a similar result. Switching the adjustable suspension to the firmer Sport mode improves handling thanks to firmer body control, though there’s no escaping the fact that this is a large, heavy vehicle with a higher center of gravity than your average sport sedan. The steering feels precise but doesn’t offer as much feedback as in competitors such as the Porsche Cayenne.

BMW X6 Safety

The 2017 X6 comes heavily loaded with features. From Head-Up Display, night vision with dynamic light spot, 360 degree camera to parking assist, the X6 has it all. In terms of safety, the X6 gets 6 airbags, ABS, EBD and all other abbreviations you can think of. It also gets Lane departure warning and pedestrian alert. For the passengers at the back there are two separate HD 9.2-inch monitors with separate DVD drives to view different films on. Talking about movies and sound, the 2015 BMW X6 also comes with a 16 speaker Bang and Olufsen high end surround sound system.The centre console gets a 10.25-inch screen below which is the dual zone climate control and the controls for the integrated Bang and Olufsen infotainment system. Aside from the media and navigation, the screen also displays vehicle information and settings too. All the buttons are soft touch and well within reach. And then there is the automatic tailgate operation. If you hands are full after a shopping spree, a quick wave of the foot under the rear bumper opens up the tailgate.

BMW X6 Cost in Hyderabad

Bmw X6 Ex-Showroom Price in Hyderabad ranges from 94,15,000/- (X6 xDrive 35i M Sport) to 1,82,40,000/- (X6 M STD). Get best offers for Bmw X6 from Bmw Dealers in Hyderabad. Check for BMW X6 price in Hyderabad at Carzprice

BMW X6 Bottomline

The BMW X6 might loose out on headroom and boot space against the X5, but it offers an unparalleled level of desirability. While it sure is expensive, it’s a very different and unique body style which is attracting many people to the vehicle. The X6 has carved out such a niche that others are now following with their own offerings (Mercedes and Audi). If you want an SUV which drives well, performs brilliantly and looks out of this world, then the BMW X6 is your only choice today.

Renault Kwid Facelift Review & Test Drive

Renault Kwid Overview

The Renault Kwid has redefined the entry level car segment altogether. The Renault Kwid 2017 is one of the few cars to take on the Maruti Alto 800 and provide some stiff competition to it. The Kwid is not compromised as much as others in the segment. The Kwid comes with SUV looks, spacious interiors, it is feature loaded and has a big boot. We share our detailed review of the Renault Kwid. For information on contact details of Renault car dealers in Gurgaon

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Renault Kwid Look

There are only two changes on the 1.0-litre Renault Kwid to differentiate it from the 800cc model. The French carmaker has added sporty body graphics on the doors having 1.0-litre stickers and there are a lot better looking full-size ORVMs finished in brushed silver. There is no badging on the tailgate or the front fenders. Apart from these minor changes, the Kwid looks exactly the same. The SUV proportions and high stance is the USP of the Kwid which really makes it stand out of the competition when it comes to styling.

Renault Kwid Space

One step into the Kwid and you already know you are getting into a fairly spacious hatchback by segment standards. The chunky steering wheel is neatly shaped and the Kwid comes with a digital instrument cluster, which is a first for its class. It comes with a elaborate trip computer and fuel economy reading which should help budget car buyers alter their driving style to eke out more efficiency.

The quality of plastics for a car of its price is quite good except for places like the door handles and aircon controls but overall the Kwid doesn’t look like it’s built cheap. There are plenty of storage spaces in the Kwid – two glove boxes, the top one with a bottle holder, two bottle holders in the front door pockets and plenty of scooped up places in the dashboard and in front of the gear lever. The seats are of the foamy, cushiony kind, and well contoured for the front passengers. The headrest is integrated and there’s decent under thigh support. It’s a spacious entry level hatchback, and in terms of boot space, it’s better than a few cars above the segment as well. At 300 litres, you can carry a big suitcase and an overnighter comfortably.

The Kwid has the longest wheelbase in its class at 2423mm, about 60mm more than the Alto and 40mm more than the Eon. It is also much wider than its closest competition and so you get more legroom and shoulder room. The Kwid’s packaging is seriously impressive.

Renault Kwid Gearbox

The 1.0-litre Renault Kwid produces 67 BHP at 5500 RPM and 91 Nm at 4250 RPM. This basically means 14 BHP and 19 Nm more at lower RPMs when compared to the 800cc engine. The added capacity and retuned engine offers strong low end and mid-range punch. The 3-cylinder engine doesn’t feel strained now and easily picks up the pace without letting you put effort. In-gear acceleration is better now and you don’t need to shift more frequently while driving in city traffic. The 5-speed transmission still feels a bit sluggish to use but has well defined gates.

100 km/hr comes up quickly if you upshift a tad before the redline since it doesn’t feel too responsive at the higher end of the rev band. Renault has worked on the NVH levels, which makes it less noisy and it feels more refined now. The more powerful Kwid now feels at home on the highways since you can cruise around 100 km/hr with ease at lower RPMs. The claimed fuel efficiency has gone down a bit to 23.01 km/l since there is a bigger engine under the hood.

Renault Kwid Rideing

It is a Renault at the end of the day and this is felt with the way the Kwid handles. There is a slight roll felt around corners at high speeds but the entire setup does a great job of maintaining its straight stance. Renault rightly claims that the Kwid mimics the Duster by offering similar level of driving dynamics, which has to be its salient feature. To make sure there isn’t much of drama when it comes to bringing the vehicle to a complete halt, it gets disc brakes in front and drum on the rear. Since there is no ABS offered for now, the tiny rubbers screech to glory during abrupt braking. We wish the brakes to be tad more effective. Overall, it leaves an amazing impression and is undoubtedly the best city car to drive in its segment.

Renault Kwid Cost in Hyderabad

Renault Kwid Ex-Showroom Price in Hyderabad ranges from 2,68,463/- (Kwid STD) to 4,66,299/- (Kwid RXT 1.0 O Superhero Edition AMT). Get best offers for Renault Kwid from Renault Dealers in Hyderabad. Check for Kwid price in Hyderabad at Carzprice

Renault Kwid Conclusion

If it is your first car, and you haven’t experienced a torque converter or dual clutch automatic before, the Kwid AMT will prove both easy to drive and agreeable to own. The gearshifts aren’t jerky, the throttle is linear and responsive, and thanks to the 1-litre engine, it is also energetic to drive in the city. We haven’t tested it for fuel economy yet, but we expect it to return efficiency figures matching the manual Kwid 1.0. What’s more, it carries over the highlights of the Kwid: a light steering, a plush low speed ride and clear visibility.

JavaScript Start-up Performance

As web developers, we know how easy it is to end up with web page bloat. But loading a webpage is much more than shipping bytes down the wire. Once the browser has downloaded our page’s scripts it then has to parse, interpret & run them. In this post, we’ll dive into this phase for JavaScript, why it might be slowing down your app’s start-up & how you can fix it.

Historically, we just haven’t spent a lot of time optimizing for the JavaScript Parse/Compile step. We almost expect scripts to be immediately parsed and executed as soon as the parser hits a <script> tag. But this isn’t quite the case. Here’s a simplified breakdown of how V8 works:

A simplified view of how V8 works. This is our idealized pipeline that we’re working towards.

Let’s focus on some of the main phases.

What slows our web apps from booting up?

Parsing, Compiling and Executing scripts are things a JavaScript engine spends significant time in during start-up. This matters as if it takes a while, it can delay how soon users can interact with our site. Imagine if they can see a button but not click or touch it for multiple seconds. This can degrade the user experience.

Parse & Compile times for a popular website using V8’s Runtime Call Stats in Chrome Canary. Notice how a slow Parse/Compile on desktop can take far longer on average mobile phones.

Start-up times matter for performance-sensitive code. In fact, V8 – Chrome’s JavaScript engine, spends a large amount of time parsing and compiling scripts on top sites like Facebook, Wikipedia and Reddit:

The pink area (JavaScript) represents time spent in V8 and Blink’s C++, while the orange and yellow represent parse and compile.

Parse and Compile have also been highlighted as a bottleneck by a number of large sites & frameworks you may be using. Below are tweets from Facebook’s Sebastian Markbage and Google’s Rob Wormald:

Sam Saccone calls out the cost of JS parse in ‘Planning for Performance’

As we move to an increasingly mobile world, it’s important that we understand the time spent in Parse/Compile can often be 2–5x as long on phones as on desktop. Higher-end phones (e.g the iPhone or Pixel) will perform very differently to a Moto G4. This highlights the importance of us testing on representative hardware (not just high-end!) so our users’ experiences don’t suffer.

Parse times for a 1MB bundle of JavaScript across desktop & mobile devices of differing classes. Notice how close a high-end phone like an iPhone 7 is to perf on a Macbook Pro vs the performance as we go down the graph towards average mobile hardware.

If we’re shipping huge bundles for our app, this is where endorsing modern bundling techniques like code-splitting, tree-shaking and Service Worker caching can really make a huge difference. That said, even a small bundle, written poorly or with poor library choices can result in the main thread being pegged for a long time in compilation or function call times. It’s important to holistically measure and understand where our real bottlenecks are.

What Are JavaScript Parse & Compile bottlenecks for the average website?

“Buuuut, I’m not Facebook”, I hear you say dear, reader. “How heavy are Parse & Compile times for average sites out in the wild?”, you might be asking. Let’s science this out!

I spent two months digging into the performance of a large set of production sites (6000+) built with different libraries and frameworks — like React, Angular, Ember and Vue. Most of the tests were recently redone on WebPageTest so you can easily redo them yourself or dig into the numbers if you wish. Here are some insights. For Website development services check Vivid Designs

Apps became interactive in 8 seconds on desktop (using cable) and 16 seconds on mobile (Moto G4 over 3G)

What contributed to this? Most apps spent an average of 4 seconds in start-up (Parse/Compile/Exec)..on desktop.

On mobile, parse times were up to 36% higher than they were on desktop.

Was everyone shipping huge JS bundles? Not as large as I had guessed, but there’s room for improvement. At the median, developers shipped 410KB of gzipped JS for their pages. This is in line with the 420KB over ‘average JS per page’ reported by the HTTPArchive. The worst offenders were sending anywhere up to 10MB of script down the wire. Oof.

HTTPArchive stat: the average page ships down 420KB of JavaScript

Script size is important, but it isn’t everything. Parse and Compile times don’t necessarily increase linearly when the script size increases. Smaller JavaScript bundles generally do result in a faster load time (regardless of our browser, device & network connection) but 200KB of our JS !== 200KB of someone else’s and can have wildly different parse and compile numbers.

Measuring JavaScript Parse & Compile today

Chrome DevTools

Timeline (Performance panel) > Bottom-Up/Call Tree/Event Log will let us drill into the amount of time spent in Parse/Compile. For a more complete picture (like the time spent in Parsing, Preparsing or Lazy Compiling), we can turn on V8’s Runtime Call Stats. In Canary, this will be in Experiments > V8 Runtime Call Stats on Timeline.

Chrome Tracing

about:tracing — Chrome’s lower-level Tracing tool allows us to use the `disabled-by-default-v8.runtime_stats` category to get deeper insights into where V8 spends its time. V8 have a step-by-step guide on how to use this that was published just the other day.

WebPageTest

WebPageTest’s “Processing Breakdown” page includes insights into V8 Compile, EvaluateScript and FunctionCall time when we do a trace with the Chrome > Capture Dev Tools Timeline enabled.

We can now also get out the Runtime Call Stats by specifying `disabled-by-default-v8.runtime_stats` as a custom Trace category (Pat Meenan of WPT now does this by default!).

For a guide on how to get the most out of this, see this gist I wrote up.

User Timing

It’s possible to measure Parse times through the User Timing API as Nolan Lawson points out below:

The third <script> here isn’t important, but it’s the first <script> being separate from the second (performance.mark() starting before the <script> has been reached) that is.

This approach can be affected on subsequent reloads by V8’s preparser. This could be worked around by appending a random string to the end of the script, something Nolan does in his optimize-js benchmarks.

I use a similar approach for measuring the impact of JavaScript Parse times using Google Analytics:

A custom Google Analytics dimension for ‘parse’ allows me to measure JavaScript parse times from real users and devices hitting my pages in the wild.

DeviceTiming

Etsy’s DeviceTiming tool can help measure parse & execution times for scripts in a controlled environment. It works by wrapping local scripts with instrumentation code so that each time our pages are hit from different devices (e.g laptops, phones, tablets) we can locally compare parse/exec. Daniel Espeset’s Benchmarking JS Parsing and Execution on Mobile Devicesgoes into more detail on this tool.

What can we do to lower our JavaScript parse times today?

  • Ship less JavaScript. The less script that requires parsing, the lower our overall time spent in the parse & compile phases will be.
  • Use code-splitting to only ship the code a user needs for a route and lazy load the rest. This probably is going to help the most to avoid parsing too much JS. Patterns like PRPL encourage this type of route-based chunking, now used by Flipkart, Housing.com and Twitter.
  • Script streaming: In the past, V8 have told developers to use `async/defer` to opt into script streaming for parse-time improvements of between 10–20%. This allows the HTML parser to at least detect the resource early, push the work to the script streaming thread and not halt the document parsing. Now that this is done for parser-blocking scripts too, I don’t think there’s anything actionable we need to do here. V8 recommend loading larger bundles earlier on as there’s only one streamer thread (more on this later)
  • Measure the parse cost of our dependencies, such as libraries and frameworks. Where possible, switch them out for dependencies with faster parse times (e.g switch React for Preact or Inferno, which require fewer bytes to bootup and have smaller parse/compile times). Paul Lewis covered framework bootup costs in a recent article. As Sebastian Markbage has also noted, a good way to measure start-up costs for frameworks is to first render a view, delete and then render again as this can tell you how it scales. The first render tends to warm up a bunch of lazily compiled code, which a larger tree can benefit from when it scales.

If our JavaScript framework of choice supports an ahead-of-time compilation mode (AoT), this can also help heavily reduce the time spent in parse/compile. Angular apps benefit from this for example: Top web development company in Hyderabad visit Vivid Designs 

Nolan Lawson’s ‘Solving the Web Performance Crisis’

What are browsers doing to improve Parse & Compile times today?

Developers are not the only ones to still be catching up on real-world start-up times being an area for improvement. V8 discovered that Octane, one of our more historical benchmarks, was a poor proxy for real-world performance on the 25 popular sites we usually test. Octane can be a poor proxy for 1) JavaScript frameworks (typically code that isn’t mono/polymorphic) and 2) real-page app startup (where most code is cold). These two use-cases are pretty important for the web. That said, Octane isn’t unreasonable for all kinds of workloads.

The V8 team has been hard at work improving start-up time and we’ve already seem some wins here:

We also estimate a 25% improve on V8 parse times for many pages looking at our Octane-Codeload numbers:

And we’re seeing wins in this area for Pinterest too. There are a number of other explorations V8 has started over the last few years to improve Parsing and Compile times.

Code caching

From using V8’s code caching

Chrome 42 introduced code caching — a way to store a local copy of compiled code so that when users returned to the page, steps like script fetching, parsing and compilation could all be skipped. At the time we noted that this change allowed Chrome to avoid about 40% of compilation time on future visits, but I want to provide a little more insight into this feature:

  • Code caching triggers for scripts that are executed twice in 72 hours.
  • For scripts of Service Worker: Code caching triggers for scripts that are executed twice in 72 hours.
  • For scripts stored in Cache Storage via Service Worker: Code caching triggers for scripts in the first execution.

So, yes. If our code is subject to caching V8 will skip parsing and compiling on the third load.

We can play around with these in chrome://flags/#v8-cache-strategies-for-cache-storage to look at the difference. We can also run Chrome with — js-flags=profile-deserialization to see if items are being loaded from the code cache (these are presented as deserialization events in the log).

One caveat with code caching is that it only caches what’s being eagerly compiled. This is generally only the top-level code that’s run once to setup global values. Function definitions are usually lazily compiled and aren’t always cached. IIFEs (for users of optimize-js ;)) are also included in the V8 code cache as they are also eagerly compiled.

Script Streaming

Script streaming allows async or defer scripts to be parsed on a separate background thread once downloading begins and improves page loading times by up to 10%. As noted earlier, this now also works for sync scripts.

Since the feature was first introduced, V8 have switched over to allowing all scriptseven parser blocking <script src=””> to be parsed on a background thread so everyone should be seeing some wins here. The only caveat is that there’s only one streaming background thread and so it makes sense to put our large/critical scripts in here first. It’s important to measure for any potential wins here.

Practically, <script defer> in the <head> so we can discover the resource early and then parse it on the background thread.

It’s also possible to check with DevTools Timeline whether the correct scripts get streamed — if there’s one big script that dominates the parse time, it would make sense to make sure it’s (usually) picked up by the streaming.

Better Parsing & Compiling

Work is ongoing for a slimmer and faster Parser that frees up memory and is more efficient with data structures. Today, the largest cause of main thread jank for V8 is the nonlinear parsing cost. Take a snippet of UMD:

(function (global, module) { … })(this, function module() { my functions })

V8 won’t know that module is definitely needed so we won’t compile it when the main script gets compiled. When we decide to compile module, we need to reparse all of the inner functions. This is what makes V8’s parse-times non-linear. Every function at n-th depth is parsed n times and causes jank.

V8 are already working on collecting info about inner functions during the initial compile, so any future compilations can ignore their inner functions. For module-style functions, this should result in a large perf improvement.

See ‘The V8 Parser(s) — Design, Challenges, and Parsing JavaScript Better’ for the full story.

V8 are also exploring offloading parts of JavaScript compilation to the background during startup.

Precompiling JavaScript?

Every few years, it’s proposed engines offer a way to precompile scripts so we don’t waste time parsing or compiling code pops up. The idea is if instead, a build-time or server-side tool can just generate bytecode, we’d see a large win on start-up time. My opinion is shipping bytecode can increase your load-time (it’s larger) and you would likely need to sign the code and process it for security. V8’s position is for now we think exploring avoiding reparsing internally will help see a decent enough boost that precompilation may not offer too much more, but are always open to discussing ideas that can lead to faster startup times. That said, V8 are exploring being more aggressive at compiling and code-caching scripts when you update a site in a Service Worker and we hope to see some wins with this work.

We discussed precompilation at BlinkOn 7 with Facebook and Akamai and my notes can be found here.

The Optimize JS lazy-parsing parens ‘hack’

JavaScript engines like V8 have a lazy parsing heuristic where they pre-parse most of the functions in our scripts before doing a complete round of parsing (e.g to check for syntax errors). This is based on the idea that most pages have JS functions that are lazily executed if at all.

Pre-parsing can speed up startup times by only checking the minimal a browser needs to know about functions. This breaks down with IIFEs. Although engines try to skip pre-parsing for them, the heuristics aren’t always reliable and this is where tools like optimize-js can be useful.

optimize-js parses our scripts in advance, inserts parenthesis where it knows (or assumes via heuristics) functions will be immediately executed enabling faster execution. Some of the paren-hacked functions are sure bets (e.g IIFEs with !). Others are based on heuristics (e.g in a Browserify or Webpack bundle it’s assumed all modules are eagerly loaded which isn’t necessarily the case). Eventually, V8 hopes for such hacks to not be required but for now this is an optimization we can consider if we know what you’re doing.

V8 are also working on reducing the cost for cases where we guess wrong, and that should also reduce the need for the parens hack

Conclusions

Start-up performance matters. A combination of slow parse, compile and execution times can be a real bottleneck for pages that wish to boot-up quickly. Measure how long your pages spend in this phase. Discover what you can do to make it faster.

We’ll keep working on improving V8 start-up performance from our end as much as we can. We promise 😉 Happy perfing!

Source

Voip Business Phone Systems Are Advantageous For Enterprises Functioning

In today’s competitive corporate world, every business firm, whether small or large, has to make good use of modern communication technologies, in order to present a competitive and customer friendly approach. Effective communication has a key role to play in the success of every business, regardless of the medium used. As a faster medium of communication, small business phone systems have their own specific role to play in the smooth running of an organization. Whenever we talk about small business phone systems, the technology that comes to our minds is the Private Branch Exchange system, commonly referred to as PBX. It can be called the private telephone exchange of any business firm or office, but is often recommended as an economical option for firms, where the number of employees is greater than forty. Check for Voip Business Phone Systems in Linkedphone

The installation of VoIP communication systems in a business enterprise has now become an essential requirement to increase productivity, reduce costs and improve efficiency. The VoIP (Voice over Internet Protocol) phone system is a powerful and easy to use telephone system that allows you to make phone calls directly from your computer. To use a VoIP business phone system, there is no need to invest in special equipment. All that is required is a regular telephone with an Internet connection.

Whether for a small enterprise or the largest enterprises, this communication system can resolve many of the communication problems that you might have with your regular phone lines. When compared to traditional phone lines, VoIP phone systems are an affordable option, and best of all, these help to maintain hassle-free communication, within the organization as well as outside, with the associated advanced features and great calling plans. VoIP business phone systems are advantageous for enterprises functioning in multiple locations. The biggest advantages of Voice over IP telephone systems are the great convenience they offer, and the many amazing features. The key features include auto attendant, pager notify, voice to email, inbound caller ID lookup, outbound caller ID blocking, call waiting, music on hold, e-mail message delivery, cell phone message notify, speed dialing, multiple find-me numbers per extension, last dialed redial, do not disturb option, and custom menus.

The advantages that can be gained by using VoIP phone systems are: • Unify multiple employees at different locations with one phone number • Transfer calls easily to anyone, anywhere • No new hardware required; use existing phones • Prioritize your calls • Easier to install and manage • Simplified management

However, there are a few disadvantages associated with VoIP business phone systems. The network requirements and the potential for outages are its two main drawbacks. Once you decide to purchase an IP communication system for your business, the next step is to determine which piece of equipment is right for you. A number of hosted PBX telephone system service providers are active in the market, offering different models of telecommunication systems with great features to drive your business forward and ensure its future success. Before deciding on any one service, you should gain a clear understanding of its great features, service plans, ratesFind Article, and the maintenance costs involved.

Angular 2 Forms Tutorial – Validation

Introduction

In the first part of this Angular 2 Forms series we’ve created a first form component in Angular 2. This was just a simple form consisting of the following input elements:

In the first part of this Angular 2 Forms series we’ve created a first form component in Angular 2. This was just a simple form consisting of the following input elements:This form has been implemented by using the template-driven forms approach of Angular 2. This means that a component’s template was used to arrange the forms HTML elements. In addition Angular 2 form directives have been used in the template to enable the framework to construct the internal control model that implements form functionality. The following template code was used: For Top web design company check Vivid Designs

<div class="container">
  <h1>Book Form:</h1>
  <form>
    <div>
      <label for="title">Title</label>
      <input type="text" class="form-control" id="title" required [(ngModel)]="model.title" name="title">
    </div>
    <div>
      <label for="author">Author</label>
      <input type="text" class="form-control" id="author" required [(ngModel)]="model.author" name="author">
    </div>
    <div>
      <label for="url">URL</label>
      <input type="text" class="form-control" id="url" required [(ngModel)]="model.url" name="url">
    </div>
    <button type="submit" class="btn btn-default">Submit</button>
  </form>
  <div>
    <h2>Model:</h2>
    {{ currentBook }}
  </div>
</div>

In this second part of the Angular 2 Forms series we’re going to focus on another important aspect of form creation: input validation. Angular 2 makes form validation very easy. In the following you’ll learn how to use apply form validation by using HTML validation attributes and Angular 2 validation functionality.

Adding HTML Validation Attributes To Input Elements

Form validation in Angular 2 is based on HTML validation attributes. HTML validation attribute are used in input elements. One validation attribute has already been applied to all three input elements of our form: required. The required attribute defines that entering a value in the input field is mandatory. A full list of HTML validation attributes can be found at https://developer.mozilla.org/en-US/docs/Web/Guide/HTML/HTML5/Constraint_validation.

Now we’re going to add to more validation attributes to the first input field of the book title. Let’s define that we want the user to input a title which has a length between 5 and 30 characters:

<input type="text" class="form-control" id="title" required minlength="5" maxlength="30" [(ngModel)]="model.title" name="title">

To implement that constraint we’re adding the HTML validation attributes minlength and maxlength to the input element

Furthermore we’re using the pattern HTML validation attribute to for the URL input field:

<input type="text" class="form-control" id="url" required pattern="https?://.+" [(ngModel)]="model.url" name="url">

Herewith we make sure that only valid URLs starting with http:// or https://can be entered in this input field.

Adding Validation Error Messages To The Form

In the next step we’re going to include error messages in the form template. If a certain validation rule is not met these messages should be displayed to the user:

<div class="container">
  <h1>Book Form:</h1>
  <form>
    <div class="form-group">
      <label for="title">Title</label>
      <input type="text" class="form-control" id="title" required minlength="5" maxlength="30" [(ngModel)]="model.title" name="title" #title="ngModel">
      <div *ngIf="title.errors && (title.dirty || title.touched)" class="alert alert-danger">
        <div [hidden]="!title.errors.required">
          Book title is required!
        </div>
        <div [hidden]="!title.errors.minlength">
          Title must be at least 5 characters long.
        </div>
        <div [hidden]="!title.errors.maxlength">
          Title cannot be more than 30 characters long.
        </div>
      </div>
    </div>
    <div class="form-group">
      <label for="author">Author</label>
      <input type="text" class="form-control" id="author" required [(ngModel)]="model.author" name="author" #author="ngModel">
      <div *ngIf="author.errors && (author.dirty || author.touched)" class="alert alert-danger">
        <div [hidden]="!author.errors.required">
          Book author is required!
        </div>
      </div>
    </div>
    <div class="form-group">
      <label for="url">URL</label>
      <input type="text" class="form-control" id="url" required pattern="https?://.+" [(ngModel)]="model.url" name="url" #url="ngModel">
      <div *ngIf="url.errors && (url.dirty || url.touched)" class="alert alert-danger">
        <div [hidden]="!url.errors.required">
          URL is required!
        </div>
        <div [hidden]="!url.errors.pattern">
          Must be a valid URL!
        </div>
      </div>
    </div>
    <div>
      <button type="submit" class="btn btn-default">Submit</button>
    </div>
  </form>
  <div>
    <h2>Model:</h2>
    {{ currentBook }}
  </div>
</div>

First of all notice that template variables have been introduced for all three input elements by adding

  • #title="ngModel" to the title input control
  • #author="ngModel” to the author input control
  • #url="ngModel" to the URL input control

By using the variables titleauthor and url in the code we now have access to the form controls. We are able to check if the form control is in an error state and display messages to the user. Best web development company in Hyderabad visit Vivid Designs

To display error messages a div element is included for every input element

<div *ngIf="title.errors && (title.dirty || title.touched)" class="alert alert-danger"> ... </div>

NgIf is used to only display the content of this element if the assigned expression string is valid. The expression becomes valid if the control is in an error state (title.errors is true) and at the same time the control is marked is dirty (title.dirty is true) or is marked as touched (title.touch is true). This ensures the error messages are not displayed initially. If the dirty flag is set the value of the input element has been changed by the user. If the touched flag is set to true the control has been visited by the user.

For each error message another div block is placed inside of the previously described block:

<div [hidden]="!title.errors.required">
Book title is required!
</div>

The hidden attribute is bound to the negated value of the respective error. E.g. if title.errors.required is true (which means the field value is empty) the hidden attribute is set to false, so that the error message is displayed.

Using Angular 2 Validation CSS Classes

Angular 2 automatically attached CSS classes to the input elements depending on the state of the control. The following class names are used:

  • ng-touched: Control has been visited
  • ng-untouched: Control has not been visited
  • ng-dirty: Control’s value has been changed
  • ng-pristine: Control’s value hasn’t been changed
  • ng-valid: Control’s value is valid
  • ng-invalid: Control’s value isn’t valid

We can make use of those class by defining CSS styling which gives additional visual feedback to the user. Insert the following code into file book-form.component.css:

.ng-valid[required], .ng-valid.required  {
  border-left: 5px solid #42A948; /* green */
}
.ng-invalid:not(form)  {
  border-left: 5px solid #a94442; /* red */
}

First, a red border is display on the left side of the input controls, indicating that a value is missing. If the user starts typing the and the field constraints are fulfilled the color changes to green.

Form Validation

The validation logic we’ve implemented so far is specific for single input fields of the form. We’re able to extend the logic to also take into consideration the validation status of the complete form. The evaluate if a form is valid or invalid can be useful to e.g. control if the form can be submitted or not.

First let’s introduce a new template variable for the form itself:

<form #bookForm="ngForm">

With that code in place we’re able to retrieve the validity status of the form by using bookForm.form.valid. Only if all input controls of the form a valid the form becomes valid too.

The form validity status can now be used together with the disabled attribute of the form’s submit button:

<button type="submit" class="btn btn-default" [disabled]="!bookForm.form.valid">Submit</button>

Now the submit button is only enables of the form is in valid state.

The final result can be seen in the following:

Credit

The 10 Cloud Based Features That Can Benefit Your Small Business

As small businesses change and grow, the ability to quickly scale up — or down — becomes a necessity. Adding new employees, for example, requires the company to adapt its phone system to accommodate the need for more lines.That is harder to accomplish using traditional on-premise telephony systems due to higher setup and maintenance costs, the need for hardware on-site and reliance on IT support. A cloud-based phone system, on the other hand, would enable small businesses to manage communication services in a less costly, more streamlined and agile manner.The following points, gleaned from an email exchange between Small Business Trends and Aaron Charlesworth, VP of product marketing at Vonage, outline the benefits that small businesses can accrue by switching from traditional PBX systems to cloud-based VoIP technology. Check for 10 Cloud Based Features That Can Benefit Your Small Business in Linkedphone

Many small businesses today are making the switch over to Cloud based business phone systems. There are plenty of advantages to using such a service, but a lot of small business owners are overlooking some of the most valuable features. Beyond options like voicemail, call waiting, toll free numbers, call forwarding, and remote operation, you’ll find a host of other features that can help your small business.

1: Door phone entry buzzer integration

This feature allows you to integrate an analog door phone so that you can have a two-way call with visitors and then unlock the door from your phone if you deem them worthy. A great way to upgrade the security of your building.

2: Find me/follow me call routing

Mobile workers will appreciate this feature. Find me/follow me call routing allows you to create a list of numbers where you can be found before the call gets pushed to voicemail. So, for example, you might have your office phone ring twice, but on the third ring, your cell phone starts to ring, and then on the fifth, your home phone. If the list is exhausted, the caller gets sent to voicemail.

3: Voicemail to email transcription

Voicemail to email transcription transcribes your voicemail messages to text and sends them to a preferred email. You don’t have to worry about furiously scribbling names, numbers, and addresses. Take your time and read them in your email at your leisure. This also allows you to file, organize, delete, and search all your voicemails in a way that would otherwise be impossible.

4: Music on hold

If your company often has to put callers on hold, this feature is a necessity. Do not subject your callers to terrible elevator music — or worse, silence. This feature allows you to choose what your callers listen to as they wait. (Tip: You can’t go wrong with Journey.)

5: Bandwidth utilization and inbound/outbound call detail reports

Data! As a business, data tracking is essential to figure out where to direct your company’s time and energy. A managed, cloud-based VoIP service can provide bandwidth utilization information that allows you to view data usage over a period of time. Inbound and outbound call detail reports let you view details of your company’s call history, including rate centers, duration, originator, destination, and cost.

6: Call screening

Call screening is an often-forgotten feature of the VoIP business world that can come in handy. It allows you to look at a number on the caller ID and choose how to treat it. For example, if your spouse is calling, you can redirect the number to your cell phone. Or if it’s a caller that keeps trying to sell you energy supplements, you can disconnect them.

7: Coaching tools

Instead of giving your employees advice after they’ve hung up the phone, give them advice while they’re on the call. Two features can help you train and monitor your employees’ on-phone performance: barge and whisper. Barge allows you to listen to a conversation between an employee and a client without interrupting. You can alert them — or decide not to. Whisper allows you to provide advice, tips, and information to your employees while they are on the phone with a client without the client being aware.

8: Auto attendant

An auto attendant is one of the hidden gems of premium VoIP services. This feature allows callers to interact with a menu to choose an appropriate extension. Your business will suddenly seem more professional and impressive. It’s like having an electronic receptionist!

9: Conferencing

Most people know about conferencing with VoIP services, but not everyone takes advantage of all the features that might come with it. Often, you can set up a conference floor monitor. This allows you to manage invitations, “hand-raises,” muting individuals, etc. Online conferences can get messy and confusing if not managed correctly, so this is a great tool to learn how to use.

10: Do not disturb

This feature does exactly what its name implies: leaves you undisturbed. You can turn it on to temporarily stop incoming calls to your phone. This becomes especially useful during conferences, lunches, and meetings. Best of all, you can program it so that it does not just ignore callers, but directs them toward voicemail or another destination of your choice.

Volvo XC60 Facelift Engine & Test Drive

Volvo XC60 Overview

The Volvo XC60 is a massively important car for the Swedish car company. It represents nearly a third of all Volvos sold. And, as the company is happy to remind you constantly, the XC60 ‘became Europe’s largest-selling SUV in its segment within seven years of its launch. So you can be sure that the Volvo XC60, an SUV that is similar in size to the BMW X3, the Audi Q5 and the Mercedes-Benz GLC, has been carefully designed to further what is already a success story for Volvo and to take it to the next step. Volvo XC60 price range in India is between 50,68,313/- to 50,68,313/- , check for detail pricing of Volvo XC60 in Carzprice

trauma2011.in

The Volvo’s new-generation product was revealed at the Geneva Motor Show earlier this year and we’ve just driven it. More to the fore, the Volvo XC60 is expected to go on sale in India towards the end of 2017 at a price around Rs 55-60 lakh. Even at the outset you might think that sounds like quite the price jump – the current Volvo XC60 is Rs 48-52 lakh. Well, let’s reserve judgement and look at the Volvo XC60 in detail first, shall we?

Volvo XC60 Exteriors

The Volvo XC60 has a very aggressive front look as compared to the others in its class. The chrome chunky logo sits firm on the traditional trapezoidal grille. A V-pattern can be easily observed in the entire front design line. The flared up side profile gives the junior Volvo a bigger SUV look. The bifocal Xenon dual lamps are not too stretched and fit just right. The turn indicators integrated with the front light assembly completes the arch of the headlight curve, its subtle positioning is the best I feel. Volvo XC60 has a longish bonnet, with a firm shoulder line which runs through the front and climbs its way up to rear boot.Day running LED strips which are parallel to the chrome lining of the radiator grille also contribute to the overall V-shaped theme of the front.Contours made on the front bumper run down from the headlights to the lower line. The positioning of the side air takes on the front bumper is very relaxed. It’s situated at the extreme ends on both sides.

The exterior dimensions of the Volvo include 4627mm length which is lesser as compared to the X3 and Q5. 2120mm width, which is more than that of Q5 and X3 and 2774mm wheelbase, which is lesser than the Q5 and X3.The ground clearance of this low slung Volvo XC60 is 230 mm, more than its rivals Q5 – 201mm and the X3-203mm.Side profile of XC60 is very interesting as the lines run in an ascending manner. The Chrome lining that starts from the front window goes right upto the rear quarter panel. The parallel roof-rails are in contrast with the paint scheme. While the front is low slung, it’s complemented by the raised rear end with those flowing tail lamps.Volvo offers the XC60 in 9 colors which are the Flemenco Red metallic, Terra Bronze metallic, Cosmic White metallic, Silver metallic, Seashell metallic, Ice White, Seville Grey metallic, Black Sapphire metallic and Barents blue metallic. We drove the Black Sapphire metallic shade.The chrome laden Volvo syllables sit on the tail gate. The flowing tail lamps are quite a sight in the evenings. Something which we didn’t like in the exteriors were the exhaust mufflers, it should have been integrated with the rear bumper. In India, cars half the price of it have that arrangement these days.The 17” wheels give a nice side profile. The “XC” syllables embossed on the wheels in a nice touch .The overall design of the Volvo XC60 has been made to create a motion-when-standing look.

Volvo XC60 Interiors

Volvo’s reputation for tastefully simple interiors is on full display in the 2017 XC60. The inviting cabin features a distinctive “waterfall” center stack that gracefully joins the dash and center console. Operating the climate control is intuitive, but other systems might take some getting used to. In particular, the infotainment system is controlled via a multifunction knob on the center stack rather than a traditional touchscreen or dial mount where your hand naturally rests. Menus for navigation and music browsing can also be confusing.Seat comfort, on the other hand, is excellent. Front seats are well shaped and appropriately cushioned for long road trips, and the range of adjustments ensure a comfortable position for a variety of body types. Rear seats are similarly accommodating, delivering adult-sized head- and legroom. Volvo is still one of the only manufacturers to offer integrated child booster seats that fold out of the rear bench.The quality of the interior materials is decent for the class, though some newer SUVs have surpassed the XC60 in terms of overall look and feel. The XC60’s age also shows in the overabundance of buttons on the center stack and small infotainment screen. Cargo space is better than average, though, providing 30.8 cubic feet behind the rear seats and up to 67 cubic feet with those seats folded.

Volvo XC60 Engine

In the 2017 XC60, you have a choice between a turbocharged 2.0-liter four-cylinder engine and a more powerful supercharged version of the same engine. The base engine should be potent enough for most drivers, with plenty of power for merging onto the highway or navigating city traffic. The more powerful optional engine is the right choice if you need to frequently haul a full complement of people and cargo or if you simply desire a little more punch when you press the accelerator. Both engines are paired with a slick-shifting automatic transmission that fades into the background.You can expect much of the same with the BMW X3. Its base engine is no slouch, but the available six-cylinder is more exhilarating. The Acura RDX only offers a single engine, a V6, which provides plenty of power for feisty driving. The base engine in the Volvo XC90 has 10 extra horsepower over the XC60, but the XC90’s heavier weight results in unimpressive acceleration. Both of the XC90’s optional engines feel more powerful by comparison.

The XC60 is among the most fuel-efficient nonhybrid vehicles in the class, getting 23 mpg in the city and 30 mpg on the highway with the T5 FWD. With the T5 AWD, you can expect 20 mpg in the city and 29 on the highway. Getting the supercharged engine that comes with all-wheel drive only decreases fuel economy a bit to 20/27 mpg city/highway.Part of the XC60’s secret for sipping fuel is its stop-start system. When you come to a complete stop, like at a traffic light, the system turns the engine off until you lift your foot off the brake. Then it fires back up and you’re on your way. Unfortunately, the system feels unrefined as it starts the engine back up. If you find it too annoying, you can shut the system off and forego the extra fuel savings. The BMW X3 has the same feature. It can also be distracting, but like the XC60’s stop-start system, you can disable it. From the base X3, you can expect 21/28 mpg city/highway. The Acura RDX returns 20/28 mpg city/highway. The Volvo XC90 gets 22/26 mpg city/highway in the base trim.

Volvo XC60 Driving

You are seated well up with a commanding position of the road, a short-ish dashboard and Volvo’s City safety tech to bank on to keep the car away from nicks at low speeds. Ground clearance at 230mm is class leading, the steering is light and weighs up well with speed so it’s quite an easy car to drive… until a dollop of torque steer kicks in. Yes there is plenty of it during hard acceleration runs, with all the 400Nm sent to the front wheels so as suggested earlier, the XC60 is best driven unhurried. The R-Design XC60 gets stiffer springs and firmer anti roll bars for enthusiastic handling but that does rob the SUV of its supple ride. It’s good and reassuring at high speed through undulations but low speed ride takes a beating. This isn’t the right setting for Indian road conditions which sadly won’t change as Volvos come in as CBUs. While you lose out on quality ride, you do gain a lot on the handling front. For information on contact details of Volvo car dealers in Hyderabad 

In addition to the stiffer springs and anti roll bars, the XC60 R-Design also gets a stiffer chassis compared to the stock XC60. We’d have to drive the two back to back to notice the difference but this car for a front wheel drive 1.85 tonne SUV does handle well. Sure it’s not on par with the agile BMW X3 but it holds its line through corners. The grip from a fantastic set of Pirelli PZero Rosso tyres gives the XC60 its handling edge and there is absolutely no tyre noise too while doing high speeds on the highway. Strong brake discs all round complement the sticky rubber to give you enough and more stopping power.

Volvo XC60 Safety

Standard safety features for all Volvo XC60 models include antilock brakes, traction and stability control, whiplash protection for the front seats, front seat side airbags, full-length side curtain airbags and Volvo On Call emergency telematics. Also standard is Volvo’s City Safety system, which is a low-speed frontal collision warning and mitigation system with automatic braking.

A pair of integrated dual-stage child booster seats are optional and pop up from the rear outboard seats to accommodate children with a height/weight range from 37 inches and 33 pounds to 55 inches and 80 pounds. Other standard and/or available features include a blind-spot monitoring system with rear cross-traffic alert, front and rear parking sensors, an upgraded frontal collision warning system with fully automatic braking and pedestrian and cyclist detection, a driver-inattention warning system and lane departure warning.

Volvo XC60 Cost

Volvo Xc60 Ex-Showroom Price in India ranges from 50,68,313/- (XC60 Inscription) to 50,68,313/- (XC60 Inscription). Get best offers for Volvo Xc60 from Volvo Dealers in India

Volvo XC60 Verdict

If you are looking for a mid-size luxury SUV, we advise you to wait for the Volvo XC60 that launches in India in late 2017. It’s an SUV that prioritises comfort over all else and makes a rather strong case for itself in the process. It is distinctive in appearance, has a soothing cabin and comes loaded with features. It’s also quick when you need it to be but in general, has a calming air about it. In essence, the XC60 is a model that does the important things right. And expect it to be priced keenly too, in the region of Rs 55 lakh.Volvo doesn’t have the largest sales and service setup in India but if that’s not a deal-breaker, the XC60 could be all the mid-size luxury SUV you need.

Mahindra TUV300 Engine & Transmission

Mahindra TUV300 Overview

Mahindra has emerged as a flourishing utility major in India with some of the most popular SUVs in its portfolio like XUV500 and Scoprio. Aimed at producing viable SUVs for the mass customer base in India, the company had rolled out a couple of models that failed miserably. One such model is Mahindra Quanto, this sub-four meter SUV just could not take off in the highly competitive segment. While most think that TUV is the replacement of Quanto, it may not be as what they believe, of course it is a sub-four meter compact SUV that aims at the mass segment but it is a new model that has indeed been built from scratch. The hint of Bolero is clearly evident in the SUV, but as speculated it is either not a successor to the model. So that pretty much clears that TUV300 is a new model and not a replacement to any of the above mentioned SUVs. Based on the all-new-ladder frame chassis, TUV300 features a 5+2 seating layout, there are two additional jump seats placed behind the second row. Available only in the diesel avatar, the SUV has been inherited with the same engine under the hood which powers Quanto. From the exteriors, TUV300 appears rugged and potent, Mahindra has rendered a rather deliberate boxy look to the SUV that to some extent defines its nomenclature ‘Tough Utility vehicle’. Cabin gets good quality plastic and material along with almost all the vital features inset for occupants’ comfort. Moreover, the availability of an automated manual transmission brings the SUV above others in the segment. As for the pricing, the Mahindra TUV300 price in India is affordable, even the higher variants have been tagged competitively. Mahindra TUV300 On road price starts from 8,01,771/-. Check for price details of Mahindra Tuv300 in CarzPrice.

changeonslapac.orgMahindra TUV300 Design

The TUV300 is definitely a far better looking SUV than the old Quanto which actually looks like a smaller version of the Xylo SUV. The TUV300 definitely has its own unique identity which is its biggest point. What also sets it apart is the fact that it actually shares its chassis structure with the new generation Scorpio.

Coming to the styling the TUV300 looks rugged and its design has been inspired from a battle tank. Towards the front it gets this huge and bold looking grille and clear lens headlamps with well designed turn indicators. The front bumpers get rectangular fog lamps and even a rectangular air dam. The front bonnet also gets a bold design which actually helps in giving the SUV a commanding road presence. Now if we take a look closely you will notice that the front grille takes some of its inspirations from Jeep which is totally acceptable because Mahindra has added their own flavors to it.

The side profile of the SUV’s styling somehow helps to distract your mind from the overall boxy design of this compact SUV because it gets slightly slanting B pillar which actually seems to have worked in Mahindra’s favor, plus the addition of blacked out B and D Pillar definitely adds the premium feel to the overall exterior. The rest of the side profile gets squarish looking wheel arches and an impressive ground clearance which helps it stick to its true blue SUV character. The side profile also gets stylish roof rails too which can help in easy mounting of lifestyle accessories and other useful things.

Towards the rear the first thing which will attract your attention is the spare wheel mounted on the tailgate while the large wrap around taillamps helps in giving the SUV contemporary styling.

Mahindra TUV300 Cabin

Step inside and the interior of the new TUV300 will surprise you because inside the story is totally different, the TUV300 gets duel tone dashboard finished in premium black and beige. The centre console gets hexagonal console which actually has been finished in Piano black and gets 2-DIN Audio compatible with Bluetooth, USB & AUX. The steering wheel in particular looks good because it gets mounted audio and phone controls.

The instrument cluster at the front gets twin pods which gets a sporty finish and definitely looks good at night time because of the amber backlighting and chrome ring on the dials. The hexagonal center console is not complete without the Silver accents on AC Vent outer ring. The TUV300 also has seating capacity of 5+2 passengers which has been made possible with the addition of the jump seats . The TUV300 also offers an amazing 400 litres of boot space at the rear which can be extended to 720 Litres if one folds the second row seats. There is also two 12 v charging points inside the cabin. While some top end variants also gets electronically adjustable ORVM’s

Mahindra TUV300 Engine

The TUV300 comes with a 1.5-litre diesel engine called as mHawk80 that churns out 84bhp of power and 230Nm of maximum torque. This engine has been redone completely as it has dual mass flywheel, which has reduced its vibration. The NVH (noise vibration and harshness) is something that Mahindra has to work on, as the noise is quite prominent. The engine is very smooth and it is the ease of driving that makes a strong statement for it. So driving this SUV in city will be easier and there will not much effort required as one doesn’t has to shift gears. We drove the five-speed manual version of the TUV300 and the clutch was light and easy to drive. The TUV300 also comes with a five-speed AMT (automated manual transmission), however we haven’t got our hands it yet.

The best bit about the TUV300 is the ease of driving in city. You do not require to downshift that often. There is generally enough torque to pull the TUV300 and overtaking is easier. The TUV300 has a good torque that has make it a lot drivable in city, on highway it feels a bit out of steam if you push it too hard. The engine refinement is excellent for a diesel engine and what we appreciate the ease of driving. One sits in a commanding position and there is a clear view of the road. The TUV300 gear box is a bit too notchy, especially for reverse, this is something that needs some work done. View offers on Mahindra Cars from Mahinda dealers in Hyderabad at Autozhop

Mahindra TUV300 Driving

The TUV300 will be Mahindra’s first SUV which will actually sit on the new body on frame chassis which has been developed for recently for the new generation Scorpio. The advantage of this new chassis is that it weighs much less than its earlier ladder on frame chassis, although the length of the Chassis will be actually shorter than that of the Scorpio for obvious reasons. For that reason expect the new TUV300 to also handle better than the compact SUV Quanto

Mahindra TUV300 Safety

The TUV300 is offered with dual front airbags and ABS as optional on the T4 variant while the T6 variant gets ABS as standard. Airbags and ABS with EBD are standard offerings on the T8 variant. This is quite a good step taken by Mahindra since safety is quite a norm now and most customers have finally realised the importance of these features. In terms of service, well the automaker has a lot of service stations across the length and breadth of the country and there are service centres located in remote areas too. Hence, TUV300 buyers need not worry much when it comes to servicing their vehicles.

Mahindra TUV300 Price

Mahindra Tuv300 Ex-Showroom Price in India ranges from 8,01,771/- (TUV300 T4 Plus) to 10,74,334/- (TUV300 T10 100HP AMT Dual Tone). Get best offers for Mahindra Tuv300 from Mahindra Dealers in India

Mahindra TUV300 Verdict

Mahindra has come with a boxy SUV which may be liked by many and may not be liked by some, but it has not over-styled it which makes it a winner for us. The space on offer inside the cabin despite confined length is something to learn from Mahindra engineers. Seven-seat option is again viable for large Indian families but does it really allow enough space for the last two passengers seated on the jump seats? Interior quality and styling is good, equipments embedded are ample and even the performance is appreciable. At this price, TUV300 is a complete packag

Jeep Compass Review & Test Drive

Jeep Compass Overview

The Jeep Compass has been in news since the automaker announced its plans of introducing a vehicle built in India for specifically the Indian buyers. Well, now after a wait for over a couple of years, it is finally here. And, we are immensely delighted that FCA India – the parent company – gave it a go ahead and launched it in the Indian market. The Compass is built at the Ranjangaon production facility with around 65 percent local content. The company has presented it in three trims – Sport, Longitude and Limited – with a total of 10 variants, out which 7 are in diesel fuel trim whereas 3 are in petrol guise. The SUV’s exterior styling is based on the elder sibling, the Grand Cherokee, with several sporty elements.The interior cabin is quite innovative with a plethora of comfort features and storage spaces. Jeep has paid utmost importance to the safety of occupants as it has incorporated as many as a dozen contemporary features. The SUV would also feature a 4X4 drive system, while also getting an automatic transmission.  Jeep Copass On road price starts from 15,12,849/-. Check for price details of Jeep Compass in CarzPrice.

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Jeep Compass Look

At first glance it is easy to see what inspired the designers of the Compass – its bigger brother, the Grand Cherokee; this is especially obvious when you look at it from the front. But apart from that, the Compass has its own identity.The Jeep Compass looks tough but also premium, sophisticatedly brawny almost. At the front, the highlights include the wide swath of black that stretches from one headlight to the other – including the modern take on Jeep’s iconic 7-slat (chrome lines) grille. The headlamps have a white element in them which help them pop out – an almost animalistic ‘eyes’ look, according to Jeep’s lead designer Mark Allen. They also contain LED guide lights, these are not DRLs – the actual DRLs actually sit on the bumper, just above the fog lamps. The clamshell hood is sculpted, with a slight power bulge in the middle, but the lines on it are not harsh – Jeep wanted the Compass to look more inviting.

The Jeep logo sits on the bonnet, just above the grille. A small horizontal slat-like grille on the painted part of the bumper helps break the huge swath between the main grille and air dam, it also directs air towards the radiator. The air dam is as wide as the main grille and taller – it adds to the muscular look at the front. A chrome lip at the bottom of the air dam adds a bit of bling.The bulk of the Compass is actually hidden well thanks to the use of a thick black cladding that goes all around the car. The Jeep-signature trapezoidal wheel arches contain the 17-inch silver alloy wheels shod with Firestone 225/60 section all-weather tyres; it feels like larger wheels could have made the Compass look even better. Surface detailing like the lines over the wheel arches, the prominent line that passes through the door handles onto the taillamps etc. make the compact SUV exciting to look at. Prominent ‘Compass’ badges are placed on both the front doors.

The crowning jewel of the design here is the chrome line that separates the contrast-painted roof from the rest of the body – this line goes all the way from one outside rearview mirror (ORVM), over the windows, swoops down under the rear windshield, up over the windows on the other side to finally end at the other ORVM. The roof line seems to flow down towards the rear, while the windowline rises up, adding a kink at the very end of the windowline and the C-pillar looks like – according to Jeep – a shark fin! The roof rails and the spoiler do not stand out too much.At the rear, the design of the Compass becomes a bit sedate. Highlights here include the wraparound rear windshield with the chrome line running across its base, a two-part taillamps which consists of a prominent LED guide-light (mimicking the units in the headlamps), a slightly recessed number plate holder and a two part bumper with integrated fog lamps. The Jeep logo sits on a carved out recess just below the windshield, a unique touch.Look all around and the Jeep Compass feels solid, the panel gaps are consistent and the paint quality is impressive. The Jeep Compass is offered in five colour options – Exotic Red, Brilliant Black, Minimal Grey, Vocal White and Hydro Blue (the colour of the car you see in the pictures).

Jeep Compass Cabin

The interiors of the JeepCompass aren’t very swanky and lavish. The dashboard is simple yet functional having a dual tone treatment. You’ve got a chunky three-spoke steering wheel with audio controls but there are some dummy buttons for the cruise control, which is not being offered in India. The instrument cluster looks premium having a huge MID in the middle and is easy to read. There is a neatly integrated touchscreen infotainment system. The user interface looks good but the touch quality is just average. Jeep offers Apple CarPlay and Android Auto for smartphone connectivity. The sound quality of the audio system is rich and quite satisfying. Some of the features missing in the Compass are sunroof, electrically adjustable seats, auto headlamps, auto wipers, etc.

The ingress and egress is quite comfortable in the Jeep Compass and you don’t feel like you are sitting in a hatchback like other compact SUVs, it is relatively high and you have a commanding driving position with a good view all around. The quality, fit and finish is nice and you can hardly find any cheap quality panels inside the cabin. The seats are very comfortable and supportive, there is ample legroom and headroom at the back. Even the under-thigh support of the seats are pretty good. The boot is also well spaced out and can accommodate a lot of luggage.

Jeep Compass Engine

The diesel version we drove comes powered with Fiat’s new generation 2.0-litre Multijet II engine that debuts in India on the Compass. It makes 173PS of power at 3750rpm and 350Nm of torque between 1750rpm and 2500rpm. The torque is available from 1800rpm onwards below which there is noticeable turbo lag. The narrow, winding roads of Goa didn’t quite allow us to accelerate hard but the motor did feel like the power delivery could have been punchier. The engine is smooth but sounds clattery at idle and is a tad noisy even on the go, especially after 3500rpm.

Interestingly, the diesel version of the Compass will not be offered with an automatic transmission and will only come with a six-speed manual transmission. There will be a 7-speed automatic on offer as well, but only with the petrol version powered by the 1.4-litre Multiair engine. That said, a new 9-speed automatic is expected to be offered in the diesel by the end of the calendar year. The manual gearbox feels slick to use though, and gear changes have a precise feel which makes shifting up or down a delight when driving enthusiastically.

Jeep Compass Driving

The Jeep Compass’s suspension set up manages to bring a bit of comfort, ruggedness and impressive handling. It gets a MacPherson strut set-up at the front and an independent Chapman strut set-up at the back with Koni’s frequency sensitive dampers. This system works like adjustable dampers without all the expensive and complicated electrical systems. It uses hydraulic valves to control how much damping happens, depending on the frequency of suspension movement – high frequency (when you drive over bad roads) will reduce damping for better ride quality, while low frequency (when on smooth roads) will increase damping for better stability and handling.

Does it work? Yes! Over bad roads, the Compass while happily absorb ruts and potholes without complaint and it also feels quite rugged. However, there is a fair amount of movement at the rear seat. At the same time, when on smooth tarmac, the Jeep Compass will stay surprisingly flat through corners even when you push it hard. At the same time, steering feels direct, weighs up well at high speeds and offers good feedback too. This makes it one of the most involving cars to drive in this price bracket.

Jeep Compass Safety

There are six airbags on the Limited variant, though lower variants could get fewer. Fog lamps get cornering function, and ABS, EBD, ESP are obviously there, along with electronic rollover mitigation. The showstopper though is Jeep’s trademark SelecTerrain system. The Compass is primarily front-wheel drive, but four-wheel drive is engaged full-time in auto mode and the system can power the rear wheels whenever it detects a slip. It also offers modes like snow, sand and mud with a mere twist of the rotary knob placed behind the gear lever. There’s hill hold too, and it worked excellently on inclines.

Jeep Compass Price

Jeep Compass Ex-Showroom Price in India ranges from 15,12,849/- (Compass Sport 1.4 Multi AIR Petrol) to 21,33,520/- (Compass Limited 4X4 O 2.0 Diesel). Get best offers for Jeep Compass from Jeep Dealers in India

Jeep Compass Verdict

Come to think of it, the dynamic abilities of the Compass are what make it shine as an SUV. Be it on road or off it, the Compass gave us little to complain about with its handling. Sure, the diesel engine is a bit noisy but that’s something that hardly comes in the way of an engaging drive thanks to the well set-up suspension and responsive steering. Boot space could have been slightly better, but most buyers wouldn’t mind trading that for the excellent legroom for second-row occupants. The feature list, at least on the Limited version we drove, is up to the mark as well, which adds to the SUV’s appeal. Its pricing then is key to the success of the Compass in our country, which is a highly price sensitive market, and we expect Jeep to price it in the 18-24 lakh rupee price bracket. The Compass is certainly a bread and butter model for the Jeep brand in India, and if priced well at the time of its launch this August, will certainly help Jeep rake in volumes and even achieve the cult status it enjoys the world over as an SUV maker.

Volkswagen Polo GT Hatchback Overview & Transmission

Volkswagen Polo GT Overview

The hatchback market in India has always been a popular one, especially among the middle class people, who form a large section of the crowd. Volkswagen Polo GT is one of the popular hatchbacks in the country. There are lots of Volkswagen Polo GT variants to choose from that offer different sets of features and are available at different prices. For information on contact details of Volkswagen car dealers in Chennai

emikolo.comVolkswagen Polo GT Look

The exterior styling of the Polo GT TSi isn’t very different from that of regular Polo. The changes are very minor and the easiest way to determine the difference is by spotting the GT and GT TSi badges around the car. The other difference on the GT TSi are the new alloy wheels, black-colours wing matters and the black-coloured spoiler. The Polo GT comes in multiple colours, though the best one is the red that has been retained from the first-launched Polo. That is the best colour we will recommend to get the Polo in. The Polo GT looks a lot more sporty than the regular Polo.

The Polo still looks fresh in design and with its new chrome additions, it still looks upmarket. The German automaker’s paint quality just makes the Polo look so good and adds to the premium-ness. The red colour that our GT TDI came in, is not available on the regular Polo. The Polo doesn’t fail to appeal to us. The regular Polo looks premium in styling, and looks best in the blue colour. The alloy wheels add some more styling to the Polo.

Volkswagen Polo GT Space

The Polo interiors also have got a minor upgrade too. These small changes that have been made from time-to-time have kept the interior styling fresh. The Polo’s interior dashboard quality is top notch. The Polo comes with features like integrated music system with bluetooth, aux and USB connectivity, reverse parking sensors, dual airbags and ABS, electrically folding ORVMs and even steering mounted audio controls. The new multi-information display on the instrument cluster and the steering wheel controls look premium. The interiors of the GT has black interiors and the regular one has black and beige interiors. Even the seats on the GT are black in colour instead of beige.

The Polo has just a cosmetic upgrade and hence there isn’t any change in its space. The front row seats are large and offer good support. The side support on the front seats is much better than most of the other hatchbacks. The rear seat space is very little. Two fully grown adults cannot sit behind one another in a Polo. The space will be a bit too tight. This is one downside of the Polo, however it fine for a family of a couple with small kids. The boot though is large enough to carry stuff for an entire weekend.

Volkswagen Polo GT Transmission

Looks can be deceptive, especially with the GT TSI. It’s powerful 1.2 litre turbocharged petrol engine is a little monster that can move mountains. The 103 BHP power never lets you down and the car gives you 175 Nm of torque from as low as 1200 rpm and consistently pushes you back in the seat till the rev meter hits 4000 rpm.It’s like a turbo diesel engine torque, and it catapults the car from 0-100 km/h in less than 10 seconds. This is probably the only hatchback in the country right now that can achieve this kind of time.

The engine is mated with a 7-speed dual shift gearbox (DSG), which is the best transmission you can get on a hatchback in India right now.The gear shifts are so fast that you have to look at the instrument panel to know what gear the car is in. There are two options on the car, the normal ‘Drive’ mode that gives you fuel efficiency and a ‘Sports’ mode that gives you performance. You’d probably want to drive this car only in ‘Sports’ mode when the engine revs are high and all those gear shifts happen near the red line of the RPM meter giving you acceleration all the time.The GT TSI has a claimed fuel-efficiency of 17.2 km/l but we got just 11 km/l irrespective of the driving mode.

Volkswagen Polo GT Driving The Volkswagen Polo GT TSI also gets ESP which prevents wheel-spin although this system isn’t really required on this car since power is fed in a smooth manner. There is also hill hold which isn’t of much use on an automatic car. The GT TSI is lighter than the GT TDI and is less stiffer too, the softness of the suspension being very noticeable when you hit a bump, the tendency to bounce a bit and leave its line is there. There is less understeer though and ride quality is excellent. The steering is quick but could do with more feedback, more so considering the GT is a performance model. Braking performance is excellent and the car stops dead in its track at any given speed (the hazards turn on when you stand on the brakes). The new Apollo Alnac tyres offer better grip and don’t lose traction as quickly as the Aceleres offered before.

Volkswagen Polo GT Safety

Last year when it was reported that some of the most popular compact cars sold in India failed crash tests done by Global NCAP, almost immediately Volkswagen announced dual front airbags as standard fitment on all variants of the Polo. That says something about the company’s commitment to safety. The GT TSI gets ample safety features such as dual front airbags as standard, anti-lock braking system, rear-parking sensors, electronic stabilisation programme and hill-hold function. However, we believe that in addition to rear-parking sensors there should have been a rear-parking camera too

Volkswagen Polo GT Cost in Hyderabad

Volkswagen Polo Gt Ex-Showroom Price in Hyderabad ranges from 9,18,229/- (Polo GT TSI) to 9,32,032/- (Polo GT TDI). Get best offers for Volkswagen Polo Gt from Volkswagen Dealers in Hyderabad. Check for Polo GT in Hyderabad at Carzprice

Volkswagen Polo GT Conclussion

The price tag of Rs 8.08 lakh is slightly on the higher side, considering the fact that the only major change is the bigger engine. But then it is actually not Volkswagen’s fault – the 1.6-litre engine means it does not qualify as a small car as per the Indian tax regime and you have plenty of options that are bigger and yet fit the bill at the price point. The top-end Maruti Suzuki Dzire and Honda Amaze with extra boot space are available for a lower price tag, but neither would match the GT TDI in performance and handling. And that is the reason why it has been launched as a sort of a limited edition model. This is not for those looking for the biggest car their money can buy, but for those looking at a quick, convenient hatchback with benefits of a diesel